EP3428606B1 - Simulation program - Google Patents

Simulation program Download PDF

Info

Publication number
EP3428606B1
EP3428606B1 EP17762708.0A EP17762708A EP3428606B1 EP 3428606 B1 EP3428606 B1 EP 3428606B1 EP 17762708 A EP17762708 A EP 17762708A EP 3428606 B1 EP3428606 B1 EP 3428606B1
Authority
EP
European Patent Office
Prior art keywords
model
motor
vibration
interface
energy
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17762708.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3428606A4 (en
EP3428606A1 (en
Inventor
Taizou Miyazaki
Masaru Yamasaki
Takafumi Hara
Katsuhiro Hoshino
Kazuto Oyama
Takeshi Yoshida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Astemo Ltd
Original Assignee
Hitachi Astemo Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Astemo Ltd filed Critical Hitachi Astemo Ltd
Publication of EP3428606A1 publication Critical patent/EP3428606A1/en
Publication of EP3428606A4 publication Critical patent/EP3428606A4/en
Application granted granted Critical
Publication of EP3428606B1 publication Critical patent/EP3428606B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/08—Thermal analysis or thermal optimisation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

Definitions

  • the present invention relates to a simulation program, and more particularly, to a program of a vehicle integration simulator.
  • a vehicle system is a complex system consisting of combinations of a large number of components.
  • functions required for vehicles have been increasingly sophisticated and complicated such as reduction in fuel consumption and enhancement in safety performance.
  • market demand changes year by year it is required to shorten a development period and respond to customer needs as soon as possible.
  • a vehicle integration simulator As a method to solve the above problem, a vehicle integration simulator has been used.
  • An object of using the vehicle integration simulator is to mathematize and program a behavior of an entire vehicle in advance so as to simulate the behavior by using a computer and the like and to estimate a performance of the vehicle by calculation without an actual vehicle.
  • mathematical expressions and programs are referred to as "models”, and an operation for making a state to be simulated by using the model is referred to as "modeling”.
  • the performance of the vehicle has been evaluated by prototyping a vehicle.
  • the vehicle integration simulator the performance of the vehicle can be evaluated with a computer. Therefore, more design plans can be evaluated than those evaluated by prototyping, a design more suitable for customer's request can be selected.
  • a prototype costs can be reduced regarding portions other than that can be evaluated only by the prototype, reduction in development cost can be expected.
  • a time for the evaluation by the simulator is generally shorter than that of the prototype, reduction in the development period can be expected.
  • the vehicle simulator is normally realized by using a control system CAD such as Simulink (registered trademark).
  • the control system CAD constructs a whole system by combining blocks.
  • the block indicates a group of models for calculating an output from an input and an internal state.
  • the size of the block (referred to as "granularity" below) can be freely set, a single component included in the vehicle is generally referred to as a single block. If the block is created for each component in advance, when a component is actually exchanged, the vehicle integration simulator can cope with the exchange by only exchanging the corresponding block. Therefore, man-hours required for a change are reduced.
  • component manufacturers can create a plurality of blocks in parallel.
  • Patent Literature WO 2008/034499 A1 discloses a device for performing an analysis of a physical structure, wherein the device comprises a plurality of analysis units each adapted for analyzing an assigned one of a plurality of virtual segments.
  • Patent Literature US 6,304,835 B1 discloses a simulation apparatus simulating dynamic performance of a target apparatus, wherein a generated second parameter is set as a first parameter of a coupled functional model at each predetermined sampling period of time.
  • the vehicle integration simulator has been used for fuel economy evaluation and driving performance evaluation until now. However, in response to a demand for further shortening the development period in recent years, there has been a demand for using the vehicle integration simulator for evaluation of heat, vibration, and the like. It is expected that the heat, the vibration, and the like during traveling are calculated by simulation and the results are used to improve the structure.
  • the heat and the vibration are modeled as a matrix referred to as a rigidity matrix.
  • the rigidity matrix represents a relationship between physical quantities representing the heat and the vibration. Since the rigidity matrix is determined according to a shape of a rigid body, each group of rigid bodies is modeled.
  • Some electric vehicles have a structure in which a motor is directly fastened to a gearbox.
  • the motor and the gearbox form a single block.
  • the motor and the gearbox respectively form different blocks.
  • a model granularity is different from that in the traditional model. It is not impossible to model the motor and gearbox as different blocks regarding the heat and the vibration as in the traditional model.
  • a new mutual influence calculation block is required which is formed by modeling a mutual influence between the motor and the gearbox.
  • a manufacturer for supplying the motors and a manufacturer for supplying the gearboxes are different from each other.
  • information straddling both the motor and gearbox is required for the mutual influence calculation block. Therefore, it is not specified which manufacturer makes the mutual influence calculation block.
  • a simulation program having the features of independent claim 1 includes a first model for calculating a first vehicle characteristics parameter, a second model for calculating a second vehicle characteristics parameter to transfer energy without converting the energy, and an interface model for performing conversion calculation of the first vehicle characteristics parameter and the second vehicle characteristics parameter.
  • a portion for calculating a function and a portion depending on a shape in simulation calculation can be separated.
  • the function and the shape do not correspond to each other one to one, and it is difficult to divide models.
  • the modeling can be achieved with no inconsistency between the function and the shape.
  • a vehicle integration simulator is suitable for evaluating physical quantities, such as heat loss and vibration (including noise and sound) in particular, which are not main actions for a vehicle.
  • usages are assumed for simulating an actual traveling condition by the vehicle integration simulator, obtaining a behavior at that time by simulation and reflecting the behavior to design specification of each component, and extracting uncompleted specification before prototyping.
  • a simulation program includes a first model for calculating a first vehicle characteristics parameter, a second model for calculating a second vehicle characteristics parameter to transfer energy without converting the energy, and an interface model for performing conversion calculation of the first vehicle characteristics parameter and the second vehicle characteristics parameter so that a portion for calculating a function and a portion depending on a shape in simulation calculation can be separated.
  • the function and the shape do not correspond to each other one to one, and it is difficult to divide models. According to the above form, the modeling can be achieved with no inconsistency between the function and the shape.
  • the first vehicle characteristics parameter includes a current, a voltage, a torque, and a rotation speed which are physical quantities related to vehicle driving force
  • the second vehicle characteristics parameter includes a heat flow, a temperature, excitation force, and a displacement speed which are physical quantities related to a loss. Therefore, driving force which is a required function for a vehicle and a loss which is not a required function can be separated from each other.
  • flexible response such as reduction in time required for calculation can be made by using a simple model for the first model in a case where it is desired to evaluate only the loss and using a simple model for the second model in a case where it is desired to evaluate only the driving force.
  • the first model is divided for each component element for calculating energy
  • the second model is divided for each mechanical connection. Therefore, the models can be subdivided into each single model, and a whole simulator can be realized by combinations of the divided models. By dividing the models in this way, independence of the model is enhanced. Therefore, it is possible to cope with a model change by exchanging the models, and this is effective for reducing development man-hours.
  • the simulation program includes a vibration model and a heat model classified into the second model
  • the vehicle integration simulator can evaluate the heat and the vibration.
  • the interface includes an excitation force/displacement speed calculation means which constructs an output to the vibration model for simulating vibration from output information of the first model and a vibration energy calculation means which calculates vibration energy from a vibration state.
  • the present invention has advantages such that a whole storage relationship between energy used for driving, the vibration energy, and thermal energy can be considered by obtaining a heat flow by subtracting the vibration energy from loss information obtained from the first model, and analysis accuracy can be improved.
  • the simulation program includes an inverter plant model for simulating a behavior of an inverter and a motor plant model for simulating a behavior of a motor as the first mode.
  • the interface model can cope with a change by setting the parameter of the first model again without changing the second model in a case where the shape of the system using the motor does not largely change. Therefore, it is possible to reduce development man-hours according to the change.
  • the interface model to be connected to a plant model of a gearbox includes any one of a spring, a mass, a viscous resistance, and a backlash, a mechanical library included in a control system CAD can be easily applied, and the development man-hours can be reduced.
  • the first model includes the interface model so that it is easier to deal with a case of a vehicle in which the components are mounted on a vehicle body. This means that models of the driving, the heat, and the vibration are collected for each component delivered by a component manufacturer. There is an effect to clarify a manufacturer which is responsible for correction/change of the model.
  • the second model includes the interface model so that it is easier to deal with a case where an automobile manufacturer makes heat and vibration designs of a while vehicle.
  • the heat and the vibration this is effective when a manufacturer which collectively makes a structure (automobile manufacturer) makes a design to minimize adverse effects of the heat and the vibration.
  • FIG. 1 is a configuration diagram of a vehicle integration simulator implemented by a simulation program according to the present embodiment. Since the vehicle integration simulator 1 has great number of components and is complex, only a part of the vehicle integration simulator 1 is extracted and illustrated for simple description. In FIG. 1 , a motor, an inverter, and a gearbox part of the vehicle integration simulator in an electric vehicle, in particular, parts related to vibration are illustrated.
  • Models included in the vehicle integration simulator 1 are roughly classified into a control model for simulating a controller, a plant model for simulating a behavior of a component, an energy transfer model focusing on transfer of energy such as heat and vibration, and an interface model for exchanging physical quantities between the plant model and the energy transfer model.
  • a place where the model is placed is referred to as a "layer".
  • the vehicle integration simulator 1 includes a control model layer 10 in which the control models are arranged, a plant model layer 20 in which the plant models are arranged, an interface model layer 30 in which the interfaces are arranged, and an energy transfer model layer 40 in which the energy transfer models are arranged.
  • the models arranged in the plant model layer 20, the interface model layer 30, and the energy transfer model layer 40 exchange physical quantities mainly used for energy calculation such as a current, a voltage, a torque, and a rotation speed.
  • Solid line arrows in FIG. 1 indicate the physical quantities used for the energy calculation.
  • Alternate long and short dash line arrows indicate control signals. In a case where a plurality of arrows is grouped, a diagonal line is written on the arrow.
  • the control model layer 10 includes an integration control model 101 and an inverter control model 102.
  • the integration control model 101 receives road information 103 and a driver's operation 104 and outputs a torque command signal 105 to the inverter control model 102.
  • the inverter control model 102 includes a current vector control block 106 and a three-phase AC/d-q coordinate conversion block 107.
  • the three-phase AC/d-q coordinate conversion block 107 receives a three-phase current detection value 108 and a motor speed detection value 109 from a motor plant model 203 to be described later and outputs a d-axis current estimation value 110 and a q-axis current estimation value 111.
  • the current vector control block 106 outputs a d-axis current command value 112 and a q-axis current command value 113 used for vector control from the torque command signal 105 and the speed detection value 109.
  • the plant model layer 20 includes an inverter plant model 201, a harness plant model 202, the motor plant model 203, and a gearbox plant model 204.
  • the inverter plant model 201 includes a current control block 211, a d-q/three-phase AC coordinate conversion block 212, a modulation block 213, and a PWM inverter circuit block 214.
  • the current control block 211 creates a d-axis voltage command 215 and a q-axis voltage command 216 from the d-axis current command 112 and the q-axis current command 113 from the current vector control block 106.
  • the d-q/three-phase AC coordinate conversion block 212 creates a three-phase voltage command signal 217 from the d-axis voltage command 215 and the q-axis voltage command 216.
  • the three-phase voltage command signal 217 is converted into a three-phase voltage signal 218 by the modulation block 213 and is transmitted to the PWM inverter circuit block 214.
  • the PWM inverter circuit block 214 calculates a direct current 220 and a three-phase voltage 221 by using a direct voltage 219, an alternating current 222 obtained from the harness plant model 202, and the three-phase voltage signal 218.
  • the harness model 202 receives the three-phase voltage 221 and a motor phase current 236 obtained from the motor plant model 203 and calculates the three-phase current 222 and a motor phase voltage 235.
  • the motor plant model 203 includes a sensor response characteristics block 231, a motor electric circuit block 232, a torque/loss calculation block 233, and a motor three-phase AC/d-q coordinate conversion block 234.
  • the motor electric circuit block 232 calculates the motor phase current 236 from the motor phase voltage 235 by using a motor equivalent circuit.
  • the torque/loss calculation block 233 calculates a motor torque 238 from the motor phase current 236 and a motor speed 237 obtained from the gearbox plant model 204.
  • the motor three-phase AC/d-q coordinate conversion block 234 calculates a motor d-axis current 239 and a motor q-axis current 240 by using the motor phase current 236 and the motor speed 237.
  • the motor phase current 236 and the motor speed 237 are transmitted to the sensor response characteristics block 231 to calculate the three-phase current detection value 108 and the motor speed detection value 109.
  • the gearbox plant model 204 includes an equal power conversion/loss calculation block 241 therein.
  • the equal power conversion/loss calculation block 241 receives the motor torque 238 and an axle rotation speed 245 and outputs an axle torque 244a and a motor rotation speed 243a.
  • the equal power conversion/loss calculation block 241 uses a gear efficiency ( ⁇ ) and a gear ratio (p) as setting parameters.
  • ⁇ gear efficiency
  • p gear ratio
  • the gearbox plant model 204 includes a switch 243 and selects the equal power conversion/loss calculation block 241 or a gearbox/vibration interface 302 to be described later. This is for acceleration of calculation by using a simple equal power conversion/loss calculation block 241 in a case where it is not necessary to calculate the vibration. Vibration excitation force is calculated by the gearbox/vibration interface model 302 to be described later.
  • the interface model layer 30 includes a motor/vibration interface 301 and the gearbox/vibration interface 302. Considering electromagnetic vibrations of the inverter, the inverter/vibration interface 301 can be provided. However, in the present example, inverter vibration is sufficiently smaller than motor vibration in a relatively low frequency domain in which vehicle vibration causes a problem. Therefore, the inverter vibration is omitted.
  • the motor/vibration interface 301 calculates motor excitation force 312 by using the motor speed 237, the motor d-axis current 239, the motor q-axis current 240 obtained from the motor plant model 203, a modulation system and a modulation degree 311 obtained from the modulation block 213 in the inverter plant model 201, and a motor displacement speed 313 obtained from a transaxle vibration model 401 to be described later.
  • a specific calculation method of the motor excitation force 312 is disclosed in NPL 2, for example. By previously mapping or approximating the motor excitation force at each operation point of the motor calculated based on the above method, the motor/vibration interface 301 can be realized.
  • the motor excitation force depends on a relation between a mechanical angle rotation number and an electrical angle rotation number of the motor, the motor excitation force can be set from outside as setting the number of poles of the motor as a setting parameter. Furthermore, since an induced voltage waveform per electrical angle rotation and the modulation system and a modulation rate of the inverter relate to the motor excitation force, the number of slots and a winding method are set as setting parameters. In a case where the motor has a skew, it is also effective to set a skew state such as a skew angle as the setting parameter.
  • the gearbox/vibration interface 302 receives the motor torque 238 and the axle rotation speed 245 obtained from the gearbox plant model 204 and a gearbox displacement speed 315 obtained from the transaxle vibration model 401 to be described later and calculates a motor rotation speed 237b and an axle torque 244b.
  • the gearbox/vibration interface 302 is modeled as a spring-mass-damper-backlash system of a general mechanical system. A specific model will be described later.
  • the energy transfer model layer 40 includes the transaxle vibration model 401 and a vehicle body vibration model 402.
  • the transaxle vibration model 401 is expressed by a rigidity matrix of a structure to which the motor and the gearbox are fastened.
  • the transaxle vibration model 401 and the vehicle body vibration model 402 are coupled by a mount 403.
  • the mount 403 transfers excitation force 404 and a displacement speed 405 of each mount.
  • physical quantities input to the vehicle body vibration model 402 are forced external force 406 and a forced displacement speed 407.
  • the block arranged in the energy transfer model layer 40 only transfers energy and performs calculation by delegating the function to the model in the plant model layer 20 via the interface in a case where conversion of energy is needed. Therefore, the motor excitation force 312, the gear excitation force 314, the excitation force 404 of the mount 403, and the forced external force 406 are all the same physical quantity and have the same force dimension. In addition, the motor displacement speed 313, the gear displacement speed 315, the displacement speed 405 of the mount 403, and the forced displacement speed 407 are the same physical quantities and have the same dimension of speed. Since energy (work rate) per unit time is obtained by multiplying power by a speed, it can be said that the energy transfer model layer 40 is a region where the energy is transferred.
  • the energy transfer model layer 40 By dividing the energy transfer model layer 40 in this way, only a portion depending on the shape can be independently used. That is, in a case where the characteristics of the component is changed, it is preferable to change the model in the plant model layer 20, and in a case where the shape and mechanical restriction are changed, it is preferable to change the model in the energy transfer model layer 40. In both cases, an effect on the other models can be reduced.
  • functions for heat analysis and vibration analysis can be easily added to the vehicle integration simulator realized by the traditional plant model layer 20.
  • the omission can be easily made by deleting the interface model or the energy transfer model corresponding to the portion to be omitted.
  • the vehicle integration simulator which can easily combine the models according to the usage and easily cope with the change can be realized.
  • FIG. 2 is a configuration diagram of a vehicle integration simulator focusing on the heat according to the present embodiment. Since the control model layer 10 is the same as that in FIG. 1 , the control model layer 10 is omitted.
  • control model layer 20 is different from that in FIG. 1 in that a motor heat flow 250, a gearbox heat flow 251, and an inverter heat flow 252 are sent to the interface model layer 30.
  • the "heat flow” is thermal energy which moves per unit time and is expressed by heat flux ⁇ heat transfer area.
  • the motor heat flow 250 be equal to the loss calculated by the torque/loss calculation block 233.
  • the gearbox heat flow 251 be equal to the loss calculated by the equal power conversion/loss calculation block 241.
  • the inverter heat flow 252 be equal to an integrated loss value of a PWM inverter circuit.
  • An inverter/heat interface 321 calculates a temperature in the inverter from a temperature and a heat flow of a heat exchanging portion with a cooling device by a radiator. Specifically, a thermal circuit method can be used. Since details of the thermal circuit method is written in NPL 3, the description thereof will be omitted. This is similarly applied to a motor/heat interface 322 and a gearbox/heat interface 323. In FIG. 2 , the inverter/heat interface 321, the motor/heat interface 322, and the gearbox/heat interface 323 are arranged in the interface model layer.
  • a radiator model 410 and an outside air model 411 are arranged in the energy transfer model layer 40.
  • the energy transfer model layer 40 transfers a heat flow 413 and a temperature 414 by a heat exchanging portion 412.
  • FIG. 3 is a diagram illustrating an example of a motor interface which simultaneously uses the heat and the vibration. For simple illustration, only an interface portion related to the motor and its surroundings are illustrated in FIG. 3 .
  • a motor interface 330 includes both the motor/vibration interface 301 in FIG. 1 and motor/heat interface 322 in FIG. 2 .
  • the interface model, the plant model, the energy transfer model, and the control model can be nested.
  • the motor/vibration interface 301 calculates the motor excitation force 312 and outputs the calculated motor excitation force 312 to the transaxle vibration model 401.
  • the transaxle vibration model 401 returns the motor displacement speed 313 to the motor/vibration interface 301.
  • a product of the motor excitation force 312 and the motor displacement speed 313 expresses energy (power) per unit time used for vibration. In the following description, the energy and the power are not particularly distinguished.
  • the energy applied to the motor plant model 203 is divided into energy to be effectively used and loss energy.
  • the loss energy is divided into vibration energy and energy to be heat. Since the vibration energy can be represented by a product of the motor excitation force 312 and the motor displacement speed 313, the energy to be the heat is the motor heat flow 250 in FIG. 2 and can be expressed by subtracting the vibration energy from a total loss 331.
  • the heat flow 413 transmitted to the radiator model 410 is obtained by applying the motor heat flow 250 and the temperature 414 from the radiator model 410 to the heat converting portion 412.
  • FIG. 4 is a diagram illustrating an example of the gearbox/vibration interface 302. Here, a case where the gearbox is formed by using two gears is exemplified.
  • the gearbox/vibration interface 302 is realized by combining a drive shaft block 341, mass blocks 342, and gear blocks 343.
  • Three mass blocks 342 are arranged for two gears and one shaft, and two gear blocks 343 are arranged for two gears included in the interface 302.
  • the drive shaft block 341 includes a spring 344 for simulating elastic deformation of a shaft and a damper 345 for simulating a viscous resistance of lubricating oil, grease, and the like.
  • the gear block 343 includes the spring 344 for simulating the elastic deformation of the gear and a backlash 346 representing a backlash of the gear.
  • the drive shaft block 341, the mass blocks 342, the gear blocks 343 are associated with each other by local torques 350a to 350e and local rotation speeds 351a to 351e.
  • the transaxle vibration model 401 collectively evaluates the vibration of the gearbox as a single gearbox. Therefore, the gearbox/vibration interface 302 and the gearbox plant model 204 do not use the displacement speed obtained from the transaxle vibration model 401. Therefore, in FIG. 4 , subsequent evaluation of the motor displacement speed 313 is stopped by a terminator 347.
  • a component for simulating a behavior of e mechanical system is prepared.
  • Mechanical elements are arranged/connected as illustrated in FIG. 4 so that the gearbox/vibration interface 302 can be easily realized.
  • the damper 345 can be omitted. Furthermore, in a case where a friction transfer mechanism is used as in a CVT, the backlash 346 can be omitted.
  • FIG. 5 a basic configuration of a simulation program according to the present embodiment is illustrated.
  • the simulation program includes a first model 2 which performs conversion of energy forms, amplification, loss calculation, and the like relative to a general physical quantity 200 such as a voltage, a current, a torque, and a rotation speed and a second model 4 which simulates transfer of the energy without converting the energy by calculation.
  • transfer energy 400 such as a heat flow, a temperature, excitation force, and a displacement speed is transferred.
  • the first model 2 and the second model 4 are associated with each other by the interface 3, and the interface 3 performs conversion calculation between the general physical quantity 200 and the transfer energy 400.
  • the interface 3 is independent. However, the interface 3 can be included in the first model 2 or the second model 4.
  • FIG. 6 is a diagram illustrating an example in which the interface 3 is included in the first model 2.
  • an internal operation block 260 actually performs the conversion of the energy forms, the amplification, and the loss calculation relative to the general physical quantity 200.
  • FIG. 7 is a diagram illustrating an example in which the interface 3 is included in the second model 4.
  • a transfer operation block 420 simulates energy transfer by calculation.
  • FIGS. 5 , 6 , and 7 are determined by territories of an agent for integrally controlling a system and an agent for supplying components.
  • the agent for integrally controlling the system is referred to as "A”
  • the agents for supplying components are referred to as "B” and "C”.
  • the configuration in FIG. 5 is used, for example, in a case where B delivers electrical components, C delivers structures, and A combines the delivered parts.
  • B creates the first model 2
  • C creates the second model 4
  • A creates the interface 3.
  • B and C can create models based on only information on the territories of B and C
  • the information which straddles both the first model 2 and the second model 4 is required for creating the interface 3. Therefore, the interface 3 is created by A which can access the information of both models.
  • the configuration illustrated in FIG. 6 is used, for example, in a case where B delivers a mechanically/electrically-integrated component to A.
  • B creates the first model 2
  • A creates the second model 4.
  • the configuration in FIG. 7 is used, for example, in a case of an electric vehicle in which A designs a casing of a motor to minimize the vibration, and B delivers a rotor portion of the motor. This causes an effect such that the scope of responsibility is clarified and processes for referring to information from other model v at the time of creating/correcting the model is reduced due to high independence of models.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Mathematical Optimization (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Pure & Applied Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Electric Motors In General (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
EP17762708.0A 2016-03-11 2017-01-19 Simulation program Active EP3428606B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016047744A JP6605369B2 (ja) 2016-03-11 2016-03-11 シミュレーションプログラム
PCT/JP2017/001625 WO2017154362A1 (ja) 2016-03-11 2017-01-19 シミュレーションプログラム

Publications (3)

Publication Number Publication Date
EP3428606A1 EP3428606A1 (en) 2019-01-16
EP3428606A4 EP3428606A4 (en) 2020-08-26
EP3428606B1 true EP3428606B1 (en) 2022-11-02

Family

ID=59789215

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17762708.0A Active EP3428606B1 (en) 2016-03-11 2017-01-19 Simulation program

Country Status (5)

Country Link
US (1) US11222150B2 (zh)
EP (1) EP3428606B1 (zh)
JP (1) JP6605369B2 (zh)
CN (1) CN108780023B (zh)
WO (1) WO2017154362A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114072653A (zh) * 2019-04-29 2022-02-18 堀场仪器株式会社 重型发动机调节试验装置和方法
JP7361937B2 (ja) 2020-08-18 2023-10-16 日立Astemo株式会社 設計支援装置および設計支援方法
CN116502340B (zh) * 2023-06-25 2023-11-21 江铃汽车股份有限公司 热边界数据处理方法、系统、计算机及可读存储介质

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3987199B2 (ja) * 1998-03-31 2007-10-03 マツダ株式会社 シミュレーション装置、シミュレーション方法、および記憶媒体
JP4743944B2 (ja) * 2000-08-25 2011-08-10 鎮男 角田 シミュレーションモデル作成方法及びそのシステムと記憶媒体
US6760582B2 (en) * 2002-02-04 2004-07-06 Qualcomm Incorporated Method and apparatus for testing assisted position location capable devices
JP4657843B2 (ja) * 2005-07-22 2011-03-23 株式会社エー・アンド・デイ モデル設計支援装置
WO2008034499A1 (en) * 2006-09-21 2008-03-27 Kompetenzzentrum - Das Virtuelle Fahrzeug Forschungsgesellschaft Mbh A device for and a method of performing a coupled simulation of a physical structure described by several separate models
JP4584905B2 (ja) * 2006-12-19 2010-11-24 独立行政法人科学技術振興機構 車両用シミュレーションモデル作成装置
JP5457268B2 (ja) * 2010-05-18 2014-04-02 株式会社エー・アンド・デイ モデル作成方法及びシステム
JP5343052B2 (ja) * 2010-08-31 2013-11-13 日立Ｇｅニュークリア・エナジー株式会社 構造物解析方法、プログラムおよび解析装置
GB201116643D0 (en) * 2011-09-27 2011-11-09 Potter Clarkson Llp Rotating machines
JP2013135262A (ja) * 2011-12-26 2013-07-08 Casio Comput Co Ltd アンテナ装置及び電子機器
CN103217299A (zh) * 2013-03-28 2013-07-24 浙江吉利汽车研究院有限公司杭州分公司 一种基于驾驶模拟器的车辆底盘性能主观评价系统
JP6138655B2 (ja) * 2013-10-10 2017-05-31 日立オートモティブシステムズ株式会社 車両の運動制御装置

Also Published As

Publication number Publication date
CN108780023B (zh) 2020-05-15
US20190102491A1 (en) 2019-04-04
EP3428606A4 (en) 2020-08-26
EP3428606A1 (en) 2019-01-16
CN108780023A (zh) 2018-11-09
US11222150B2 (en) 2022-01-11
WO2017154362A1 (ja) 2017-09-14
JP6605369B2 (ja) 2019-11-13
JP2017161428A (ja) 2017-09-14

Similar Documents

Publication Publication Date Title
Gao et al. Modeling and simulation of electric and hybrid vehicles
Bouscayrol Hardware-in-the-loop simulation
EP3428606B1 (en) Simulation program
JP2015533244A (ja) ドライブラインモデラ
JP2008090489A (ja) シミュレーションシステム
Patil et al. Hybrid vehicle model development using ASM-AMESim-Simscape co-simulation for real-time HIL applications
dos Santos et al. Model based system testing: bringing testing and simulation close together
Fehr et al. Morembs—a model order reduction package for elastic multibody systems and beyond
US20110264428A1 (en) System for studying a hybrid vehicle powertrain
Berzi et al. Real time models of automotive mechatronics systems: Verifications on “toy models”
Moore et al. Fuel cell hardware-in-loop
JP2014199635A (ja) 計算装置及びシミュレーションシステム
Schneider et al. Virtualization, integration and simulation in the context of vehicle systems engineering
Pan et al. Virtual prototyping of heterogeneous automotive applications: Matlab, SystemC, or both?
Ciceo et al. Model-based design and testing for electric vehicle energy consumption analysis
Forrier et al. A novel E-powertrain test setup for validation and demonstration of multi-attribute and model based testing approaches
Mundo et al. Development, validation and RT performance assessment of a platform for driver-in-the-loop simulation of vehicle dynamics
Xia et al. Development of low cost hardware-in-the-loop test system and a case study for electric vehicle controller
JP4946495B2 (ja) 動力計測システムの電気慣性制御装置
Hampl Advanced simulation techniques in vehicle noise and vibration refinement
D'Eredita SimRod E-Powertrain Modelling and Identification
Haidari et al. Challenges in Designing Electric Drives
Quantmeyer et al. Hardware in the Loop Test Rig for Development of Control Algorithms for Electric Vehicles
Scholz et al. Prediction of Steering Gear Vibro-acoustics through Virtual Integration into the Vehicle
Gheamalinga et al. Modelling and Simulation of Electric Vehicles

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20181011

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RIC1 Information provided on ipc code assigned before grant

Ipc: G06F 30/00 20200101ALI20200215BHEP

Ipc: G05B 13/02 20060101ALI20200215BHEP

Ipc: G01M 17/007 20060101AFI20200215BHEP

RIC1 Information provided on ipc code assigned before grant

Ipc: G06F 30/00 20200101ALI20200618BHEP

Ipc: G01M 17/007 20060101AFI20200618BHEP

Ipc: G05B 13/02 20060101ALI20200618BHEP

A4 Supplementary search report drawn up and despatched

Effective date: 20200724

RIC1 Information provided on ipc code assigned before grant

Ipc: G01M 17/007 20060101AFI20200720BHEP

Ipc: G06F 30/00 20200101ALI20200720BHEP

Ipc: G05B 13/02 20060101ALI20200720BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20210325

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: HITACHI ASTEMO, LTD.

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220608

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 1529080

Country of ref document: AT

Kind code of ref document: T

Effective date: 20221115

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602017063285

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20221102

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1529080

Country of ref document: AT

Kind code of ref document: T

Effective date: 20221102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230302

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230202

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230302

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230203

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602017063285

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230119

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20230131

26N No opposition filed

Effective date: 20230803

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230202

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230131

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230131

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230131

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230131

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230202

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230119

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230202

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20231128

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221102